A method for dynamically updating navigation data in a coordinated air-ground manner

Abstract

This invention discloses a method for dynamically updating aeronautical data through air-ground collaboration, belonging to the field of aviation communication technology. The method constructs a dynamic geofence based on flight plans, performs spatiotemporal correlation filtering on multi-source data such as meteorological, aeronautical information, air traffic, and aircraft maintenance data, and transmits the data to the airborne terminal via satellite link after structured transformation, adaptive compression, and hybrid encryption. The airborne EFB equipment receives the data, decrypts it, transcodes it, and verifies its integrity, then presents it to the pilot in multimodal formats including text, voice, and images. This invention effectively solves the problems of poor timeliness and high satellite bandwidth consumption in traditional aeronautical data updates, achieving accurate delivery and dynamic updates of aeronautical data, significantly improving flight safety and operational efficiency.

Description

Technical Field

[0001] This invention relates to the field of aviation data communication and transmission technology, and in particular to a method for dynamically updating flight data in a coordinated air-to-ground manner. Background Technology

[0002] With the rapid development of the air transport industry, flight safety and operational efficiency have become key concerns for airlines and regulatory authorities. Aeronautical data, including aeronautical information, meteorological information, air traffic control information, and aircraft maintenance information, is crucial for pilots in executing flight missions. The timeliness, accuracy, and completeness of this information directly impact flight safety and operational efficiency.

[0003] Currently, the updating and transmission of navigation data mainly face the following problems:

[0004] First, the timeliness of updates is poor. Traditional aeronautical data mainly relies on periodic releases by ground-based aeronautical information services, which pilots consult before flights using paper charts or pre-downloaded electronic data. In this model, the update cycle for aeronautical data is long, failing to reflect real-time dynamic information such as changes in weather conditions along the route, temporary airspace restrictions, and sudden air traffic control measures. When flights are in the air, if they encounter deteriorating weather or sudden airspace restrictions, pilots struggle to obtain the latest information promptly and can only rely on voice announcements from air traffic control, which carries the risk of information delays and omissions.

[0005] Second, data filtering capabilities are insufficient. Existing aeronautical data systems typically push data in batches by region or route, lacking intelligent filtering mechanisms for specific flight routes. Pilots need to manually sift through large amounts of information to find content relevant to their flight, increasing their workload and cognitive burden. This is especially true for long-distance international routes, where the volume of aeronautical data is enormous, and excessive irrelevant information can severely impact pilots' efficiency in obtaining critical information.

[0006] Third, satellite bandwidth resources are scarce. Air-to-ground satellite communication links have limited bandwidth and are costly. Traditional methods lack effective compression and optimization mechanisms when transmitting navigation data, resulting in a large amount of irrelevant or low-priority data consuming valuable satellite bandwidth resources. At the same time, satellite links may experience intermittent interruptions during flight due to weather conditions, changes in aircraft attitude, etc., and the lack of an effective mechanism for resuming transmission after interruptions affects the reliability of data transmission.

[0007] Fourth, data security is insufficient. Navigation data involves civil aviation flight safety information and requires strict security protection during transmission. Existing air-to-ground data transmission systems often use simple encryption methods or even no encryption at all, posing security risks such as data eavesdropping, tampering, and forgery.

[0008] Fifth, the information presentation methods are too simplistic. Existing flight data is mainly presented in the form of text and static images, lacking multimodal interactive methods such as voice prompts and dynamic images. During busy flight phases, pilots experience high visual and cognitive loads, and the simplistic text-based presentation method cannot ensure that critical information is detected and processed in a timely manner.

[0009] Therefore, there is an urgent need for an air-ground collaborative method that can achieve accurate screening, dynamic updating, secure and reliable transmission, and multimodal presentation of flight data in order to improve flight safety and operational efficiency. Summary of the Invention

[0010] The purpose of this invention is to provide a method for dynamically updating navigation data in a coordinated air-ground manner, so as to solve the problems of poor timeliness of navigation data updates, insufficient data filtering capabilities, high satellite bandwidth consumption, insufficient security, and single information presentation methods in the prior art.

[0011] To achieve the above objectives, the present invention includes the following steps:

[0012] S1: Obtain flight plan information in real time, including waypoint coordinates, estimated arrival time, and flight altitude. Based on the flight plan information, construct a dynamic geofence. The dynamic geofence is a spatial area delineated along the flight route, and the area size is dynamically adjusted according to different flight phases.

[0013] S2: Collect multi-source navigation data, including meteorological data, aeronautical information data, air traffic data, and aircraft maintenance information data. Based on dynamic geofencing, filter the collected data for spatiotemporal correlation and extract a subset of effective data related to the current flight route.

[0014] Furthermore, the spatiotemporal correlation screening includes the following steps:

[0015] S2-1: Extend the dynamic geofence into a buffer zone, the width of which is dynamically adjusted based on the navigation data type.

[0016] S2-2: For meteorological data, the buffer zone width is set to 100-200 kilometers on both sides of the airway; for aeronautical information data, the buffer zone width is set to 50 kilometers beyond the boundary of the affected area; for maintenance information, it is filtered based on the time threshold of the aircraft's expected arrival at the destination.

[0017] S2-3: Calculate the shortest distance between the navigation data event point and the route. When the shortest distance is less than the width of the corresponding type of buffer zone, include the navigation data in the effective data subset.

[0018] S2-4: For time-sensitive navigation data, a secondary screening is performed based on the difference between the data timestamp and the expected transit time.

[0019] S3: Perform structured transformation on the filtered valid data subset to generate standardized navigation data objects. The navigation data objects include data type identifiers, spatiotemporal labels, priority levels, and data content fields.

[0020] Furthermore, the priority level classification includes:

[0021] Level 1 Priority: Emergency warnings that affect flight safety, including but not limited to thunderstorms, severe turbulence, volcanic ash, and temporary no-fly zones;

[0022] Secondary priority: Important information affecting flight efficiency and route planning, including but not limited to route changes, air traffic control, and runway closures;

[0023] Level 3 Priority: Reference information to assist decision-making, including but not limited to general weather forecasts, alternate airport information, and NOTAMs.

[0024] S4: Based on the real-time bandwidth status of the satellite communication link, adaptively compress and encode the navigation data object to generate a data stream adapted to the current bandwidth conditions.

[0025] Furthermore, adaptive compression and encoding include:

[0026] Based on the real-time bandwidth measurement of the current satellite communication link, select the corresponding compression strategy:

[0027] When the bandwidth is lower than the preset first threshold, a high compression ratio lossless compression algorithm is used, and the image data is downsampled.

[0028] When the bandwidth is between the first and second thresholds, the standard compression ratio algorithm is used to maintain the original resolution of the image;

[0029] When the bandwidth exceeds the second threshold, a low compression ratio algorithm is used or the original data is transmitted directly.

[0030] The compression strategy also includes an incremental update mechanism, which transmits only the parts that have changed relative to the previous version for periodically updated data.

[0031] S5: The data stream is encrypted using a hybrid encryption algorithm, which includes symmetric encryption for data content encryption and asymmetric encryption for key transmission.

[0032] Furthermore, hybrid encryption algorithms include:

[0033] The ground terminal generates a random symmetric key and uses the symmetric key to encrypt the data stream using AES-256.

[0034] The symmetric key is encrypted using RSA-2048 with the public key of the EFB device, and the encrypted key is appended to the header of the data stream.

[0035] The data stream is appended with a message authentication code based on SHA-256, which is generated using an HMAC key derived from the symmetric key.

[0036] S6: Transmits the encrypted data stream to the airborne terminal via a satellite communication link.

[0037] Furthermore, the transmission process also includes a mechanism for resuming interrupted transmissions:

[0038] When the satellite communication link is interrupted, the ground end suspends data transmission and saves the transmission status, which includes the sequence number of the sent data packets and the queue of unsent data packets.

[0039] When the satellite communication link is restored, the airborne terminal sends a resume request to the ground terminal. The resume request includes the sequence number of the last successfully received data packet.

[0040] The ground terminal continues to transmit data from the breakpoint position according to the resume request, and performs selective retransmission verification on the already transmitted portion.

[0041] S7: The Airborne Electronic Flight Bag (EFB) receives data streams through aircraft connectivity devices and decrypts, transcodes, and verifies the integrity of the received data streams.

[0042] Further integrity verification includes:

[0043] Verify the correctness of the message authentication code;

[0044] Verify the validity of the data timestamp and reject data that exceeds the preset time limit;

[0045] Verify data integrity checksums;

[0046] Verify the validity of the data source signature certificate;

[0047] If any authentication fails, discard the packet and request a retransmission.

[0048] Furthermore, the receiving process also includes data fusion and conflict resolution mechanisms:

[0049] When receiving navigation information about the same event or location from multiple data sources, compare the data timestamps and data source reliability levels of each data source;

[0050] Prioritize data sources with the most recent timestamps and the highest level of credibility.

[0051] When timestamps and trust levels conflict, a preset list of data source priorities will be used for selection.

[0052] For data sources that are abandoned, a label is retained on the EFB device for pilots' reference.

[0053] S8: Based on the data type and priority level, present the verified information to the pilot in one or more combinations of text, voice, and images.

[0054] Furthermore, the S8 also includes:

[0055] The information presentation method is dynamically adjusted according to the current flight phase of the aircraft:

[0056] During takeoff and climb, voice prompts are given priority, and only text messages of the highest priority are displayed.

[0057] During the cruise phase, a combination of voice, text, and images is used to allow pilots to view all priority information;

[0058] During the descent and approach phases, images and text are used preferentially, and voice prompts are limited to first-priority information only;

[0059] The information presentation method also supports pilot customization and allows for saving personal preference settings.

[0060] S9: Records the pilot's attention to various types of navigation information and operational behavior, generating pilot behavioral characteristic data.

[0061] S10: Based on pilot behavioral characteristic data, a personalized recommendation model is trained using machine learning algorithms to predict the types of navigation information that pilots may need in specific scenarios.

[0062] S11: Provided that the satellite communication bandwidth conditions are met, the flight information that the pilot may need is pushed to the pilot in advance based on the prediction results of the personalized recommendation model.

[0063] Compared with the prior art, the present invention has the following beneficial effects:

[0064] (1) Achieve accurate delivery of navigation data. By constructing dynamic geofences based on flight plans, the spatiotemporal correlation of multi-source navigation data is filtered, and only effective information related to the current flight route is pushed, which greatly reduces the interference of irrelevant information on pilots and reduces their workload.

[0065] (2) Improve the timeliness of data updates. Real-time air-to-ground data transmission is achieved through satellite communication links, allowing pilots to dynamically obtain the latest weather conditions, aeronautical information, air traffic control, and other information during flight, enabling them to respond promptly to emergencies and improve flight safety.

[0066] (3) Optimize satellite bandwidth utilization. Adaptive compression coding mechanism is adopted to dynamically adjust the compression strategy according to the real-time bandwidth status; incremental update mechanism is introduced to transmit only the changed parts of the data; combined with priority classification mechanism, key information is ensured to be transmitted first, so as to maximize the use of limited satellite bandwidth resources.

[0067] (4) Ensure data transmission security. A hybrid encryption algorithm is adopted, combining the advantages of symmetric and asymmetric encryption, to protect the data content and transmission key respectively; multiple verification mechanisms such as message authentication code, timestamp verification, and data source signature are introduced to ensure the confidentiality, integrity and authenticity of the data.

[0068] (5) Enhance information presentation. The information presentation method is dynamically adjusted according to the flight phase. During takeoff and climb, voice prompts are the main method, multi-modal combination is used during cruise, and images and text are the main method during descent and approach. Pilot personalized configuration is supported to improve information transmission efficiency and human-computer interaction experience.

[0069] (6) Achieve personalized intelligent push notifications. By recording pilot behavioral characteristic data and using machine learning algorithms to train a personalized recommendation model, the information needs of pilots in different scenarios can be predicted, and necessary flight information can be pushed in advance, further improving the initiative and accuracy of information acquisition.

[0070] (7) Ensure transmission reliability. A breakpoint resume mechanism is introduced. When the satellite link is interrupted, the transmission state is saved, and the transmission continues from the breakpoint after the link is restored, ensuring complete data transmission. Attached Figure Description

[0071] Figure 1 This diagram illustrates the main steps involved in updating navigation data according to an embodiment of the present invention.

[0072] Figure 2 This is a schematic diagram of the process for updating navigation data according to an embodiment of the present invention;

[0073] Figure 3 This is a schematic diagram of the module composition and data flow in an embodiment of the present invention. Detailed Implementation

[0074] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the invention.

[0075] like Figure 1 As shown, the embodiments of the present invention include the following steps:

[0076] S1: Obtain flight plans and build dynamic geofences; S2: Collect multi-source navigation data and perform spatiotemporal correlation filtering; S3: Structured Transformation and Prioritization; S4: Adaptive compression and encoding; S5: Hybrid encryption processing; S6: Satellite link transmission; S7: Data reception, decryption, transcoding, and integrity verification; S8: Multimodal information presentation. Example 1

[0077] This embodiment provides a method for dynamically updating flight data in a coordinated air-ground manner. The method includes two main parts: ground data processing and airborne data reception. The main steps are as follows: Figure 2 As shown:

[0078] I. Ground Data Processing Section

[0079] S1: Obtain flight plans and build dynamic geofences.

[0080] The ground system acquires flight plan information in real time from the airline's Operations Control (AOC) system, including flight number, departure airport, destination airport, waypoint coordinate sequence, estimated time of arrival (ETA), and flight level (FL). Based on these parameters, a dynamic geofence is constructed in the geographic information system. Specifically, a flight path is generated along the waypoint sequence and extended to both sides to form a buffer zone. The width of the buffer zone is dynamically adjusted according to the type of aeronautical data; for meteorological data, it extends 100-200 kilometers, and for aeronautical information data, the boundary of the affected area extends 50 kilometers outward. The dynamic geofence is updated in real time with the flight position to ensure that it always covers a certain distance ahead of the flight path.

[0081] S2: Collect multi-source navigation data and perform spatiotemporal correlation filtering.

[0082] The ground system connects to multiple data sources via standard interfaces, including but not limited to: the World Aviation Weather Information System (WIFS), the Aeronautical Information Service (AIMS), the Air Traffic Flow Management System (ATFM), and the Airline Maintenance System (MIS). The types of data collected include: meteorological data (METAR, TAF, SIGMET, AIRMET, wind and temperature data, etc.), aeronautical information data (NOTAM, route changes, temporary airspace restrictions, etc.), air traffic data (flow control instructions, time slot allocation, etc.), and maintenance information (destination airport parking positions, ground support equipment status, etc.).

[0083] The specific process of spatiotemporal correlation screening is as follows: First, calculate the shortest distance between the geographic coordinates of each flight data event point and the flight route; second, determine whether the distance is less than the width of the corresponding type of buffer zone, and if so, include it in the effective data subset; third, for time-sensitive data (such as weather forecasts and air traffic control), calculate the time difference between the data timestamp and the time the aircraft is expected to pass through the location, and only retain data with a time difference within a preset threshold; finally, remove duplicate and redundant data to generate a deduplicated effective data subset.

[0084] S3: Structured transformation and priority classification.

[0085] The filtered subset of valid data is standardized and transformed to generate unified flight data objects. Each flight data object contains the following fields: data type identifier (meteorology, intelligence, air traffic, maintenance), event number, geographic coordinates (longitude, latitude), radius of influence, timestamp, priority level, and data content. The priority level is divided into three levels based on the urgency and impact of the data: Level 1 priority includes emergency warnings affecting flight safety, such as thunderstorms, severe turbulence, volcanic ash, and temporary no-fly zones; Level 2 priority includes important information affecting flight efficiency and route planning, such as route changes, air traffic control, and runway closures; and Level 3 priority includes reference information for decision support, such as general weather forecasts, alternate airport information, and regular NOTAMs.

[0086] S4: Adaptive compression and encoding.

[0087] The ground system monitors the bandwidth status of the satellite communication link in real time, using active detection or passive monitoring to obtain the current available bandwidth. Based on the relationship between the measured bandwidth and a preset threshold, an appropriate compression strategy is selected. When the bandwidth is below the first threshold (e.g., 5kbps), a high-compression-ratio lossless compression algorithm (e.g., LZMA) is used, and the image data is downsampled (resolution reduced to 50%). When the bandwidth is between the first and second thresholds (e.g., 20kbps), a standard compression-ratio algorithm (e.g., Deflate) is used to maintain the original image resolution. When the bandwidth is above the second threshold, a low-compression-ratio algorithm is used, or the original data is transmitted directly. Furthermore, for periodically updated data (e.g., hourly weather forecasts), an incremental update mechanism is used, transmitting only the changes relative to the previous version to further reduce data transmission volume.

[0088] S5: Hybrid encryption processing.

[0089] To ensure data transmission security, a hybrid encryption algorithm is used to encrypt the data stream. The specific process is as follows: First, the ground system generates a random symmetric key (256 bits) and encrypts the data stream using the AES-256 algorithm; second, it obtains the public key of the target EFB device (pre-distributed through a secure channel), encrypts the symmetric key using the RSA-2048 algorithm, and appends the encrypted key to the header of the data stream; third, it calculates the SHA-256 hash value of the data stream, generates a message authentication code (HMAC-SHA256) using the HMAC key derived from the symmetric key, and appends it to the tail of the data stream. The encrypted data stream format is: [RSA-encrypted session key][AES-encrypted data content][HMAC message authentication code].

[0090] S6: Satellite link transmission.

[0091] The encrypted data stream is transmitted to the airborne terminal via an aerospace satellite communication system (such as Inmarsat and Iridium). The transmission uses the TCP protocol to ensure reliable delivery and supports packet fragmentation and reassembly. The ground system maintains transmission status records, including sequence numbers of transmitted packets, queues of untransmitted packets, and transmission timestamps.

[0092] II. Airborne Data Reception Section

[0093] S7: Data reception, decryption, transcoding, and integrity verification.

[0094] The Airborne Electronic Flight Bag (EFB) receives data streams transmitted from the ground via aircraft communication equipment (such as satellite transceivers and onboard routers). The reception process includes the following sub-steps:

[0095] (1) Data packet reassembly: The received fragmented data packets are reassembled according to their sequence numbers to restore the complete data stream.

[0096] (2) Decryption process: First, extract the RSA encryption session key from the data stream header, decrypt it using the private key of the EFB device, and obtain the symmetric key; then use the symmetric key to decrypt the encrypted data content using AES-256 and restore the original data.

[0097] (3) Integrity Verification: This includes four levels of verification. First, verify the correctness of the message authentication code by recalculating the HMAC using the decrypted symmetric key and comparing it with the received HMAC. Second, verify the validity of the data timestamp by rejecting data that exceeds a preset time limit (e.g., 30 minutes). Third, verify the data integrity checksum by calculating the CRC32 or MD5 checksum of the data content and comparing it with the attached value. Fourth, verify the validity of the data source signature certificate by checking whether the digital signature was issued by a trusted data source and is within its validity period. If any verification fails, the data packet is discarded and a retransmission request is sent to the ground terminal.

[0098] (4) Format conversion: Convert the verified data from the transmission format to a local format that the EFB display system can recognize, including text encoding conversion, image format conversion, coordinate system conversion, etc.

[0099] S8: Multimodal information presentation.

[0100] Based on data type and priority level, information will be presented to pilots using one or more combinations of text, voice, and images. The specific presentation strategy is as follows:

[0101] For Level 1 priority emergency alarm messages: simultaneously trigger voice broadcast, on-screen pop-up text prompt, and highlighted icon. The voice broadcast is repeated twice, and the on-screen prompt continues to be displayed until the pilot confirms.

[0102] For secondary priority important information: trigger a single voice broadcast (which can be muted) and display a list on the screen; pilots can click to view detailed information.

[0103] For Level 3 priority reference information: it is only displayed as a screen list or map layer and does not trigger voice prompts. Pilots can actively query it as needed.

[0104] In addition, the information presentation method is dynamically adjusted according to the current flight phase of the aircraft: during takeoff and climb, when the pilot's workload is high, voice prompts are given priority, and only the first-priority text information is displayed; during cruise, when the workload is relatively low, a combination of voice, text, and images is used, allowing the pilot to view all priority information; during descent and approach, when the pilot needs to concentrate on monitoring the flight instruments, images and text are given priority, and voice prompts are limited to the first-priority information.

[0105] The EFB device also supports pilot customization, allowing pilots to adjust the presentation of various information, voice broadcast speed, screen display layout, etc., according to their personal preferences. Personal preference settings are saved in a local configuration file.

[0106] III. Extended Functions

[0107] 1. Resume download mechanism When the satellite communication link is interrupted due to weather conditions, changes in aircraft attitude, or other reasons, the ground end suspends data transmission and saves the transmission status, including the sequence number of transmitted data packets, the queue of untransmitted data packets, and the interruption timestamp. When the satellite communication link is restored, the airborne end sends a resumption request to the ground end, including the sequence number of the last successfully received data packet. Based on the resumption request, the ground end continues data transmission from the next data packet after the interruption point and selectively retransmits and verifies the already transmitted portions (such as verifying the reception confirmation of critical data packets).

[0108] 2. Data Fusion and Conflict Resolution When receiving navigation information about the same event or location from multiple data sources, the system executes the following conflict resolution process: First, it compares the data timestamps and data source reliability levels of each data source (reliability levels are pre-set based on historical accuracy and authority); second, it prioritizes the data source with the most recent timestamp and the highest reliability level; when timestamps and reliability levels conflict (e.g., the latest data comes from a low-reliability source, and older data comes from a high-reliability source), it selects the appropriate source based on a pre-defined data source priority list; finally, the discarded data source information is marked on the EFB device for pilot reference.

[0109] 3. Personalized intelligent recommendations EFB devices record pilots' attention to and actions regarding various types of navigation information, including click counts, viewing durations, ignore counts, and preference settings modifications, generating pilot behavioral characteristic data. Based on this data, machine learning algorithms (such as collaborative filtering and deep neural networks) are used to train a personalized recommendation model to predict the types of navigation information pilots may need in specific scenarios (such as specific routes, weather conditions, and time periods). Provided that satellite communication bandwidth is met, the predicted navigation information can be pushed to pilots in advance, further improving the initiative and accuracy of information acquisition. Example 2

[0110] This embodiment provides a ground system for dynamically updating navigation data in a coordinated air-ground manner, such as... Figure 3 As shown, it includes:

[0111] Flight plan acquisition module: used to acquire flight plan information in real time and build dynamic geofences;

[0112] Multi-source data acquisition module: used to collect meteorological data, aeronautical information data, air traffic data, and aircraft maintenance information data;

[0113] Spatiotemporal filtering module: used to filter the collected data based on the spatiotemporal relevance of dynamic geofence;

[0114] Structured Transformation Module: Used to perform structured transformation on the filtered data to generate standardized navigation data objects;

[0115] Adaptive compression module: used to adaptively compress and encode navigation data objects based on the bandwidth status of the satellite communication link;

[0116] Encryption module: Used to encrypt data streams using a hybrid encryption algorithm;

[0117] Satellite communication module: Used to transmit encrypted data streams to the airborne terminal via a satellite communication link. Example 3

[0118] This embodiment provides an airborne system for dynamically updating flight data in a coordinated air-to-ground manner, such as... Figure 3 As shown, it includes:

[0119] Satellite link transmission: Data uplink transmission or breakpoint resume request and feedback via Iridium, Inmarsat or other satellite systems.

[0120] Aircraft connectivity equipment: used to receive encrypted data streams sent by ground systems via satellite communication links;

[0121] Electronic Flight Bag (EFB) includes:

[0122] Decryption module: Used to decrypt the received data stream;

[0123] Transcoding module: Used to convert the format of decrypted data to adapt it to the EFB display system;

[0124] Integrity verification module: used to verify the integrity of data after decryption;

[0125] Multimodal presentation module: used to present information in one or more combinations of text, voice, and images according to data type and priority level;

[0126] Personalized configuration module: Used to save and apply pilots' personalized preferences for how information is presented.

[0127] The above descriptions are merely three embodiments of the present invention and are not intended to limit the present invention in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention shall still fall within the protection scope of the present invention.

Claims

1. A method for dynamically updating navigation data in a coordinated air-to-ground manner, characterized in that, Includes the following steps: S1: Obtain flight plan information in real time, including waypoint coordinates, estimated arrival time, and flight altitude, and construct a dynamic geofence based on the flight plan information; The dynamic geofence is a spatial area delineated along the flight plan route, and the size of the area is dynamically adjusted as the flight phase changes. S2: Collect multi-source navigation data, including meteorological data, aeronautical information data, air traffic data, and aircraft maintenance information data. Based on the dynamic geofence, filter the collected data for spatiotemporal correlation and extract a subset of effective data related to the current flight route. S3: Perform a structured transformation on the filtered valid data subset to generate standardized navigation data objects, which include data type identifiers, spatiotemporal tags, priority levels, and data content fields; S4: Based on the real-time bandwidth status of the satellite communication link, adaptively compress and encode the navigation data object to generate a data stream adapted to the current bandwidth conditions; S5: The data stream is encrypted using a hybrid encryption algorithm, which includes symmetric encryption for data content encryption and asymmetric encryption for key transmission; S6: Transmit the encrypted data stream to the airborne terminal via a satellite communication link; S7: The Airborne Electronic Flight Bag (EFB) receives the data stream through the aircraft's connectivity equipment and decrypts, transcodes, and verifies the integrity of the received data stream. S8: Based on the data type and priority level, present the verified information to the pilot in one or more combinations of text, voice, and images; S9: Records the pilot's attention to various types of navigation information and operational behavior, generating pilot behavioral characteristic data; S10: Based on the pilot behavior characteristic data, a personalized recommendation model is trained using machine learning algorithms to predict the types of navigation information that the pilot may need in a specific scenario; S11: Provided that the satellite communication bandwidth conditions are met, the flight information that the pilot may need is pushed to the pilot in advance based on the prediction results of the personalized recommendation model.

2. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, The spatiotemporal correlation screening in step S2 includes the following steps: S2-1: Extend the dynamic geofence into a buffer zone, the width of which is dynamically adjusted based on the navigation data type; S2-2: For meteorological data, the buffer zone width is set to 100-200 kilometers on both sides of the airway; for aeronautical information data, the buffer zone width is set to extend 50 kilometers beyond the boundary of the affected area; for maintenance information, filtering is performed based on the time threshold for the aircraft's expected arrival at the destination. S2-3: Calculate the shortest distance between the navigation data event point and the route. When the shortest distance is less than the width of the corresponding type of buffer zone, include the navigation data in the effective data subset. S2-4: For time-sensitive navigation data, a secondary screening is performed based on the difference between the data timestamp and the expected transit time.

3. The method for dynamically updating flight data in an air-to-ground coordinated manner according to claim 1, characterized in that, The priority level division in step S3 includes: Level 1 Priority: Emergency warnings that affect flight safety, including but not limited to thunderstorms, severe turbulence, volcanic ash, and temporary no-fly zones; Secondary priority: Important information affecting flight efficiency and route planning, including but not limited to route changes, air traffic control, and runway closures; Level 3 Priority: Reference information to assist decision-making, including but not limited to general weather forecasts, alternate airport information, and NOTAMs.

4. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, The adaptive compression and encoding in step S4 includes: Based on the real-time bandwidth measurement of the current satellite communication link, select the corresponding compression strategy: When the bandwidth is lower than the preset first threshold, a high compression ratio lossless compression algorithm is used, and the image data is downsampled. When the bandwidth is between the first and second thresholds, the standard compression ratio algorithm is used to maintain the original resolution of the image; When the bandwidth exceeds the second threshold, a low compression ratio algorithm is used or the original data is transmitted directly. The compression strategy also includes an incremental update mechanism, which transmits only the parts that have changed relative to the previous version for periodically updated data.

5. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, The hybrid encryption algorithm in step S5 includes: The ground end generates a random symmetric key and uses the symmetric key to encrypt the data stream using AES-256; The symmetric key is encrypted using the public key of the EFB device using RSA-2048, and the encrypted key is appended to the header of the data stream. The data stream is appended with a message authentication code based on SHA-256, which is generated using an HMAC key derived from the symmetric key.

6. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, The integrity verification in step S7 includes: Verify the correctness of the message authentication code; Verify the validity of the data timestamp and reject data that exceeds the preset time limit; Verify data integrity checksums; Verify the validity of the data source signature certificate; If any authentication fails, discard the packet and request a retransmission.

7. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, Step S8 further includes: The information presentation method will be dynamically adjusted according to the current flight phase of the aircraft. During takeoff and climb, voice prompts are given priority, and only text messages of the highest priority are displayed. During the cruise phase, a combination of voice, text, and images is used to allow pilots to view all priority information; During the descent and approach phases, images and text are used preferentially, and voice prompts are limited to first-priority information only; The information presentation method also supports pilot customization and allows for saving personal preference settings.

8. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, It also includes a resume download mechanism: When the satellite communication link is interrupted, the ground end suspends data transmission and saves the transmission status, which includes the sequence number of the sent data packets and the queue of unsent data packets. When the satellite communication link is restored, the airborne terminal sends a resume request to the ground terminal. The resume request includes the sequence number of the last successfully received data packet. The ground terminal continues to transmit data from the breakpoint position according to the resume request, and performs selective retransmission verification on the already transmitted portion.

9. The method for dynamically updating navigation data in an air-to-ground coordinated manner according to claim 1, characterized in that, It also includes data fusion and conflict resolution mechanisms: When receiving navigation information about the same event or location from multiple data sources, compare the data timestamps and data source reliability levels of each data source; Prioritize data sources with the most recent timestamps and the highest level of credibility. When timestamps and trust levels conflict, a preset list of data source priorities will be used for selection. For data sources that are abandoned, a label is retained on the EFB device for pilots' reference.

Images